Index-card for filing systems.



A. M. STARKEY.

AUTOMATIC EQUALZNG VALVE.

API'LN'ATIUN YILEI Am. 18, 1811.

1,053,666 Patented Feb. 18. 1913.

NlTED STTES PATET F''C.

AIdSTRQNG I'. NE', TEXS.

i AUTOMATIC EQUALIZING-VALVE.

raied Feb. 18, 1913.

Serial No. GL'G.

` Specication of Letters Patent.

Application flle .pril 18, 1911.

To all who'm. it may conoefrn I Be it known that I, ARMsTnoN-o M. STAR- KEY, citizen of the United States, residing at McKinney, in the county of Collin and State of Texas, have invonled rtain new and usefulv Improvements in Automatic' Equalizin -Valves, of which the following is a speeihcation.

Thisinvention relates to triple valves for air brzike systems and has for its object to provide such valves with special improven'xents to render them more effective end.

sure l'in operation in emergency applications. -With this and other'objects in view, the

invention consists in the iinproved construction, arrangement and combination of parts hereinafter fully described' and afterward 011 tli top' of a siem 26 Slidable m a central specifically claimed. opening in valve 24 and normally lie-ld raised have illustrated my invention in the acby fi-'Sp'lng 260 Colled armmd the Stm be' 75 11 is closed by means of a screw plug 19 having a central extension 20 projecting into the Chamber ll in line With the pessage 15 and the center of the triple valve, provided on its inner end with a suitable pacling 200. At the left hand end of the Chamber 11, end in free. communication therewith, is a downwzirdly extended Chamber 21 which is increase in dinxneter at a distance from the 65. Chamber lla the :innnlnr shoulder 22 at this point torming a valve seat und being provided With'e. suitable 'pecking 220, the chamber 23 below the valve seat aecommodtingW a circulor valve Qfl provided with open ports 240 attording communication between chambers 21 and 23, the valve 25 being mounted 20 companying drawings in which- 'twll the WO Valves. A sleeve 2? depend- Figure 1 represents a longitudinal .secmg 'centrally frorn valve 24, in register with tional view of a triple valve equipp'cd With the 'ntl'fil Openlllg'afill'ds' lOIlgeI' CflSlDg my improvements, the parts being in the fOI' the tem 2G end lnSreS lts proper movepositions they assume when thebra'kes are IUBI Without SflCklUg' ASC-WW 28 thread: o

26 released. Fig. 2 represents a similar seced into the lower end of the sten'i 26 is protional view of the same parts in the positions they .assume in emergency applications. Fig. 3 represents a detnzil view of one 'of the emergency valves, anl-Fig. 4 represents a detziil view of a modified form of the valve illustrated in Fig. 3.

Like reference numerals mark all of the parts wherever they occilr in the various fignres of the. drawings.

Referring specifically to the drawings, 10 indicates .the valve casing which is provided with 'a large longitudinal cylindrical chamber 11, its open end shown at 12at the right hand of Figsand :2 forinin;Jr a port from the main air reservoir, (not. s own) an inwardly projecting annular-fiange at this port as at 13 forimng a seat for the triple valve 14 which snugly fits in the chainber 11 end is xnovable longitndinally therein unvided with a wide head 280, which when the valve 25 is raised by the spring 260,,is seztted against the lower end ofsleeve 27 and limits the upward movement of said valvei v v A pipe 29 is threded inte the lower end of Chamber 23, and serving as a port to the train line (not shown) also serves as the lowel` bearing of a spring 242, which has Its upper bearing against thevalve 24: and serves to normally hold said valve up `against its seat ;mol-ring 220.

Extending longitudinaliy through' the casing from the Chamber 23 is' a port or pass-age 30 which is closed when the valve 24 is seated, as in Fig. 1, which passage is di'verted downward by a laterally extending sleeve 31 into a chamber 39 in a lateral extension 33 of the cisin'g, said chamber being der the pressure of air upon its opposite ends as hereinafter eniploined. the sent 13 being suitably packed as at 13.05

The triple valve 14 is provided with a very small passage 15 extending through itcentrally from end to end, et the right hand of whieh is a ball valve 16 lielzi loosely in position by a cego 166, and also with nn nular groove 17 in its peripherj' allording n passogc to the Outlet 18 from the cesing as hereinetter explaineo.

The left'hand of the lengitndinal eli-amber oonstrneted to permit of the removal of 8. valve casing 34 and valve 35 therefrom upon the rcmoval of a screw plug 36. The valve casing 3% is 'threaded into the sleeve 31 a'nd is provided at its upper end with aseat 37 for the valve 35 which is slidable in said cesing. lin the lower end of the. valve 55 is threaded s plug 38 having a lore. :i head 39 end a. 'ng 40 eoiled around le plug and ha :ng npper .find lower beerings again-st the valve casing :md sorew 'ieed,`servs to norinellj; ;vieldingly hold the 'valve 35 against its seat. The valve 35 atl'ords communication with a transverse port or passage 41 leading to the cylindrical chamber 11, and With a longitudinal port or passage 42 leading to t-he brake Chamber (not shown) said port 42 communicatiiig with the Chamber' 11 through a ti'ansverse port Vor passage 43.

The vtriple valve 14 has two movements, viz., to the left from theposition of Fig. 1. to that of Fig. 2 and to the right from the position of Fig. 2 to 'that of Fig. 1, and it performs by vii'tue of these movements three functions, to wit, charging the au-xiliary reservoir to any required'airpressure, admitting the air to the brake cylinder in service and emergency applications, and relcasing the brakes. W'henV the parts are iii the release position of F ig. 1 .with the triple valve 14 seated against the seat 13, the valve 2.4 in its upper position against its seat 22, the valve in its upperposition and the valve 35 in its, lower` positio'ivin contact With its seat 87 the'course of the air from the train line, indic'ated by the arrows a is as follows: from port 29 around the stem 26 and sleeve 27 through chainber 23, ports 240 in valve 24, ports 250 in valve 25. chamber'21, chamber 11 land through small central port 15 in the triple valve 14 and outof port 12, the ports 15 permitting the 'passageiof a very small quantity of air and the pressure of the air in the course described against the viso I 55,-,.,movement of the valve 14 toward the packleft liand'end 'of the triple valve 14 forces' it tightly against its seat 13, substantrally closing the port 12 to thel auxiliary reser.-' voir thus gradually re'charging that reser-' voir through port 15, the small size of port requiring about ten seconds to complete this charging. The ball valve, 16 -is opened by the air passing through port 15 and this. valve is of no use at any timeexcept in dmergency applications or to provent leak- 'ing of air through port 15 in making appli cations in order to make the triple valve,14 more effective. 'The valves 24,25 and 35 maintain theposition of Fig. 1 during all service applications, the ports 240 and 250 being large enough to permit of a free flow of air to and from the train llin for allV such applications. In an emergency'appli-- cation, the valve 14 is forced to nio\'e." lt moves toward the `parking 200, and prior toits reaching the packing 200, the valve 25 takes the position shown'in Fig. 2. Tlie';

lng 200, and the coiisequeiit positioningr of the valve 25 as shown in Fig. 2,' is caused by the Vvcnting of the air from the Chamber 21 to the lirake cylinder by 'way of the passagcs. 30 and 32 and through the passage 42 as indicated by arrows Z) in Fig. 2. -ly the time the valve 14 has moi-'ed toward the paclii'n;r 200 to sulliciently'co'cer. the outlet 18, the valves 25 and 35 take the positions shown in Fig. 1. Air is then let into the brakc cylinder from theauxiliary supply by way of the port 43 and the passage 4.2. The valve 35 stops all back 'flow to the train line. The valve 14 is m'oved from the posithereby radually recharging the latter, the

port 12 eing opened by movenient of its valve 16 under the pressure o f th`air, said' ball Operating` to prevent. leakage of air through the port 15 in making emergency brake applications.

4At 44 I have indicated 'a packing. ringaround the triple valve whichvalve 'is 'extremely Sensitive to any increase or decrease of air pressure-in the train line being thus just as effective`in long trains as in short ones.

The valve 35 is provided as a matter-'of prccaution to hold the air pressure in the brake cylinder in cases ofemergency where the valve 24 might not bel prqperly seated owing' to dust, sandor iron rust accumulated in the' train pipe, which, being stirred up in emergency applications, might prevent an -air tight-,satin'g ofsaid valve. 'Valve 'would then, pvfievent the passage of the air.

W' hat is clai'rted isr:'-

1. In'an air brake system, a triple valve providedwith 'a small longiti'idinal passage through itopen atvboth ends andprovided with a selfclosing valve ac'tuated bythe pressure of air from thejauxilia'ry reservoir, in combination .with a projected stem` inthe chainberof 'thejtriple valve in line with said longitudinal passage provided .with a suitable packing for' closing the train line end of said passage wien the4 triple valve is in emergency positio 2. In an 'air brake system., a triple valve having a small longitudinal passage throughit, open at both ends, in combination with a projected stem in' the clia'mbenof the triple-valve in line vwith said'longitiitlmal passage provided I'with' asuitable patking iois iio'

for closing the t'rainliiie end of said palssage from the train line direct to the brake chamber before the admission the/reto of air from the auxiliary reservoir, the groove in the triple valve; afording communication between the auxiliary passage and the outlet in release positions. t

4. In an air brake system, provided with a main chamber communicating at one end with the auxiliary reservoir and at the other end With the train line and having an intermediate escape Outlet, and with an auxiliary passage leading from the train line to the brake chamber and a port leading from the main Chamber to the auxiliary passage, the combination with the triple valve located in the main chamber and provided with an annular groove, an auxiliary valve in the auxiliary passa e arranged to permit the passa e of air rom the train ine direct to the rake Chamber before the admission thereto of air from the auxiliax'yu reservoir, and an extra self-seating valve in the auxiliary passage to prevent escape of air from the brake-cylinder when the auxiliary valve fails to roperly'seat itself, the annular groove ,in t e triple valve afording communlcation between the auxiliary pas Sage and the out-let in release positions.

In testimony whereof I aflix m signature in presence of two witnesses.

. ARMSTRONG M. STARKEY. Witnesses:

T. C. ANDREws, SAM NEATHERY. 

